EP3369907B1 - Kühlsystem für einen verbrennungsmotor eines kraftfahrzeugs - Google Patents

Kühlsystem für einen verbrennungsmotor eines kraftfahrzeugs Download PDF

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Publication number
EP3369907B1
EP3369907B1 EP17205091.6A EP17205091A EP3369907B1 EP 3369907 B1 EP3369907 B1 EP 3369907B1 EP 17205091 A EP17205091 A EP 17205091A EP 3369907 B1 EP3369907 B1 EP 3369907B1
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EP
European Patent Office
Prior art keywords
engine
coolant
duct
inlet
distribution valve
Prior art date
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Application number
EP17205091.6A
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English (en)
French (fr)
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EP3369907A1 (de
Inventor
Walter Ferraris
Federica Bettoja
Fausto DI SCIULLO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Centro Ricerche Fiat SCpA
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Centro Ricerche Fiat SCpA
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Publication of EP3369907A1 publication Critical patent/EP3369907A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
    • F02N19/10—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines by heating of engine coolants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/04—Arrangements of liquid pipes or hoses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/002—Cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P11/16—Indicating devices; Other safety devices concerning coolant temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P2011/205—Indicating devices; Other safety devices using heat-accumulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2023/00—Signal processing; Details thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater

Definitions

  • the present invention relates to cooling systems for internal combustion engines of motor-vehicles, of the type comprising:
  • the aforesaid thermally insulated tank is used to accelerate the engine heating stage after its cold start, thanks to the possibility of using the relatively warm liquid stored in it.
  • Systems of this type are known, for example, in documents US 2005229873 , US5299630 , US2401510 , JP3353236 , JP5189461 , JP2002266679 , JP2003322019 , JPH10309933 , JP3843499 and JP2008082225 .
  • the object of the present invention is that of providing a cooling system of the type described above in which the heating stage after a cold start of the engine is accelerated and in which an operative condition of the engine is also achieved in the shortest possible time to allow the minimum fuel consumption.
  • a further object of the present invention is to provide these functions with a cooling system that presents a significant reduction of production costs and a greater integration compared to systems belonging to the prior art.
  • the present invention relates to a cooling system for an internal combustion engine of a motor-vehicle according to claim 1.
  • the system according to the invention performs the functions for which it is designed in an effective manner, at the same time resulting as being economic to produce, also thanks to the low number of components used.
  • the electronic control unit is programmed in such a way that after starting the internal combustion engine, the following operative steps are implemented in succession, with increase of said detected value of the temperature of the engine coolant:
  • the system comprises also a thermostat, which is interposed in a third conduit which connects said second conduit in a point downstream of said pump with said inlet of the cooler.
  • the electronic control unit is programmed in such a way that after starting the internal combustion engine and before said first step wherein the electronically-controlled distribution valve is maintained in its first open condition, there is an operative preliminary step wherein the electronically-controlled distribution valve is maintained in said closed condition, wherein the thermostat is in an open condition, so that the coolant leaving the engine flows through said first duct, through said second duct, through said expansion vessel and through said third duct, causing feeding to the lubrication oil cooler of the engine of the liquid in the quantity previously stored in the expansion vessel.
  • the thermostat is in a closed condition.
  • the reference number 1 indicates- in its entirety- a cooling system according to the present invention for an internal combustion engine 2 of a motor-vehicle.
  • the cooling system 1 comprises a circuit for a coolant of the engine 2, including an inner circuit portion 100 of the engine 2, and an outer circuit portion 101 of the engine.
  • the outer circuit portion 101 of the engine 2 includes a first duct 102, which feeds the coolant leaving the engine 2 towards an electronically-controlled distribution valve 3 of any known type.
  • the distribution valve 3 has an inlet 300, which receives the coolant fed from the first duct 102, and a plurality of outlets to control the feeding of the coolant to other elements of the circuit.
  • the cooling system 1 comprises a thermally insulated tank 6 for the coolant of the engine.
  • the thermally insulated tank 6 is connected to the outer portion 101 of the cooling circuit and is configured to retain a determined quantity of coolant at a temperature higher than the ambient temperature when the engine 2 is inactive.
  • the thermally insulated tank 6 is also configured to cause this quantity of coolant at temperature higher than ambient temperature, to flow into the cooling circuit of the engine 2, after a successive start of the engine 2, in the warm up stage of the engine.
  • an expansion vessel is connected to the outer portion 101 of the coolant circuit.
  • the thermally insulated tank for the coolant of the engine 2 also constitutes the expansion vessel of the cooling system 1.
  • both the expansion vessel and the thermally insulated tank of the system 1 will, therefore, be indicated with the reference 6 indifferently.
  • the expansion vessel 6 is interposed in a second duct 103, which connects the first duct 102 to an inlet for the coolant of the internal combustion engine 2.
  • the cooling system 1 and, in particular, the outer circuit portion 101 of the coolant of the engine 2 also comprises a pump 5 for activating the circulation of the coolant in the circuit 1, a lubrication oil cooler 4 of the engine, a passenger compartment heater 8 and a radiator 9 for cooling the coolant.
  • the pump 5 is interposed in a terminal portion of the second duct 103 downstream of the expansion vessel 6, which is located at a higher position with respect to the pump 5. With reference A is indicated an intersection point (node) of the circuit 1.
  • the cooling system 1 further comprises an electronic control unit E for controlling the operating condition of the electronically-controlled distribution valve 3, as a function of one or more operating parameters, including at least one detected value of the temperature of the coolant.
  • the cooling system 1 provides two temperature sensors in the second duct 103 arranged upstream and downstream of the tank 6, respectively, (not illustrated in the drawings).
  • the electronic control unit E is configured to receive the outgoing signals from the temperature sensors.
  • the electronic control unit E is programmed in such a way that after starting the internal combustion engine 2, with increase of the value of the temperature of the engine coolant detected by means of a sensor (not illustrated in the drawings), a succession of operative steps.
  • the cooling system 1 comprises an electronically-controlled distribution valve 3 having a plurality of outlets for controlling feeding of the coolant to different parts of the circuit.
  • the valve 3 is a solenoid valve and the switching between the aforesaid different operating conditions is achieved by the gradual increase of the electric voltage of the solenoid power supply.
  • the electronically-controlled distribution valve 3 comprises:
  • the references 11A and 11B indicate two ducts in which the oil passes from the engine 2 to the cooler 4, and from the cooler 4 to the engine 2, respectively.
  • the structural details of how the water circulates between the various elements of the system 1 will now be described in detail.
  • the system 1 also comprises a thermostat T interposed in a third duct 104, which connects the second duct 103 at a point downstream of the pump 5 and the inlet 401 of the lubrication oil cooler 4 of the engine 2.
  • the thermostat T can be produced in any known way.
  • the electronically-controlled distribution valve 3 is selectively switchable between one of the following operating conditions:
  • the switching between the aforesaid different operating conditions is achieved by the gradual increase of the electric voltage of the solenoid power supply.
  • the feeding of the distribution solenoid valve 3 is controlled by the electronic control unit E, which can be the same electronic control unit that controls the operation of the engine 2.
  • the electronically-controlled distribution valve 3 in a first step, is maintained in its closed condition, and the thermostat T in an open condition, so that the coolant leaving the engine 2 immediately after starting the engine 2 all flows through the first duct 102, through the second duct 103, through the tank 6 and through the third duct 104, causing the feeding of the quantity of previously stored liquid in the tank 6 to the lubrication oil cooler 4 of the engine.
  • the tank 6 is able to maintain the temperature of the coolant stored in it at a value above the ambient temperature even during prolonged stops of the motor-vehicle with the engine inactive.
  • the coolant leaving the engine 2 still relatively cold, is all conveyed into the tank 6, which, therefore, empties the quantity of previously stored hot liquid.
  • the hot liquid stored in the tank 6 is then fed to the heat exchanger 4, thanks to the thermostat T, which is in an open condition.
  • the heat exchanger 4 serves as a heater of the lubrication oil and the quantity of hot liquid previously stored in the tank 6 allows acceleration of the step of warm up the engine, oil so as to reduce the time required to heat the oil to the ideal temperature to minimize the friction of the engine and consequently the fuel consumption. Further constructional details of the tank 6 will be further described in the following part of the present description.
  • the electronic control unit E is programmed to initiate a second operating step, in which the thermostat T is in the closed condition and the electronically-controlled distribution valve 3 is maintained in its first open condition, so that the coolant leaving the engine is still fed to the lubrication oil cooler 4 of the engine without passing through the third duct 104 in which the thermostat T is interposed. Therefore, the entire flow of the coolant leaving the engine, in this second operating step as well, is directed to the heat exchanger 4, which in this step acts as a heater of the lubricating oil, so as to allow the ideal operating temperature of the oil to be reached as quickly as possible. Achieving the conclusion of this second operating step can be detected based on reaching a predetermined threshold value detected by the temperature sensor.
  • the electronic control unit E is programmed to start a third operating step in which the electronically-controlled distribution valve 3 is maintained in its open condition, so that the coolant leaving the engine 2 is fed both to the lubrication oil cooler 4 of the engine, and to the passenger compartment heater 8 (in the case in which there is a request by the user of the motor-vehicle).
  • the electronically-controlled distribution valve 3 is maintained in its third open condition, so that the coolant leaving the engine 2 is fed both to the lubrication oil cooler 4, and the passenger compartment heater 8 (provided that there is a request by the user), as well as to the radiator 9 where the liquid is cooled before returning to the engine 2 passing from the node A.
  • the second duct 103 flowing into the tank 6 has a narrower section compared to the first duct 102 flowing into the inlet 300 of the electronically-controlled distribution valve 3. In this way, when the valve 3 is in an open condition, the coolant leaving the engine 2 tends to flow towards the outlets of the valve 3 instead of towards the tank 6.
  • the outer circuit portion 101 comprises the first duct 102, the second duct 103, but not the third duct 104 comprising the thermostat T.
  • the electronic control unit E is programmed in such a way that after starting the internal combustion engine 2, three steps are implemented in succession, with the increase in the detected value of the temperature of the coolant of the engine:
  • the embodiment of the system 1 according to the present invention illustrated in Figure 2 has the advantage of being able to effectively carry out all the functions for which it is designed without the arrangement of the thermostat T previously described (further reduction in costs).
  • the cooling system 1 allows acceleration of the warm up stage after starting the cold engine and also allows reaching an operative condition of the engine within the shortest possible time to allow the minimum fuel consumption. Moreover, the cooling system according to the invention presents a significant reduction of production costs and a greater integration compared to systems belonging to the prior art.
  • the electronic control unit E is also configured to receive a signal indicative of a turn-off order of the internal combustion engine 2 and to consequently control a switching of the electronically-controlled distribution valve 3 into its closed condition, in such a way that the hot coolant leaving the internal combustion engine 2 is conveyed into the tank 6.
  • the electronic control unit is also configured to enable the turning-off of the engine 2 only after having detected a filling of the tank 6 with the hot coolant leaving the engine 2.
  • the pump 5 and the aforesaid switching of the valve 3 into the closed condition to obtain a filling of the expansion vessel 6 with the hot coolant are controlled after the internal combustion engine is turned off.
  • thermally insulated tank 6 Some structural details of the thermally insulated tank 6 according to the present invention will now be described.
  • the system 1 is characterized, in particular, in that the expansion vessel of the system 1 has a thermally insulated body and constitutes the thermally insulated tank for the coolant of the engine.
  • the expansion vessel has a containing body that has a heat insulated wall, which comprises a first outer layer 60 spaced-apart from a second inner layer 61. Between the two layers 60, 61 is a cavity that can be filled according to the requirements, with air or insulating material 62, but in order to increase the insulating properties of the body of the expansion vessel, it is preferable to put a layer of insulating material 62 in the cavity.
  • the containing body has an inlet 65 for the coolant, which is in communication with an upstream part of the second duct 103. The inlet 65 is located in the upper part of the containing body of the tank 6.
  • the containing body also comprises an outlet 66, which is in communication with a downstream part of the second duct 103.
  • the outlet 66 is located in the lower part of the containing body.
  • the interior of the containing body of the tank 6 comprises a plurality of septa 64 provided to increase retainment of heat of the tank 6.
  • the septa 64 therefore act as a mass that accumulates heat in order to keep the liquid inside the tank 6 at the highest possible temperature.
  • the reference 67 indicates a dashed line configured to indicate the maximum level that the liquid inside the tank 6 can reach
  • the reference 63 indicates a stopper arranged on the upper part of the containing body of the tank 6, having holes for venting any air bubbles present within the containing body.
  • the tank 6 also comprises an indicator of the liquid level present within the containing body in order to display this information to a user.
  • This indicator is necessary since the containing body does not present a transparent wall such as, for example, in the case of a traditional expansion vessel.
  • the system according to the present invention allows the achievement of an accelerated warm up stage after a cold start of the engine and the achievement of an operating condition of the engine in a short time, to allow the minimum fuel consumption.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (10)

  1. Kühlsystem für einen Verbrennungsmotor (2) eines Kraftfahrzeugs, umfassend:
    - einen Kreislauf (1) für ein Kühlmittel des Motors (2), der einen inneren Kreislaufteil (100) innerhalb des Motors (2) und einen äußeren Kreislaufteil (101) außerhalb des Motors (2) umfasst,
    - einen wärmeisolierten Tank (6) für das Kühlmittel des Motors (2), der an den äußeren Teil des Kühlkreises (101) angeschlossen ist, ausgelegt, um eine definierte Kühlmittelmenge auf einer Temperatur oberhalb der Umgebungstemperatur zu halten, wenn der Motor (2) inaktiv ist, und vorgesehen, um das Fließen dieser Kühlmittelmenge bei einer Temperatur oberhalb der Umgebungstemperatur in den Kühlkreislauf des Motors im Anschluss an einen Start des Motors (2) während einer Warmlaufstufe des Motors zu veranlassen,
    - ein Ausdehnungsgefäß, das mit dem äußeren Teil (101) des Kühlmittelkreislaufs des Motors (2) verbunden ist, wobei das Ausdehnungsgefäß ein wärmeisoliertes Gehäuse aufweist und den wärmeisolierten Tank (6) für das Kühlmittel des Motors bildet,
    - wobei der äußere Teil des Kreislaufs (101) des Kühlmittels des Motors (2) außerdem eine Pumpe (5) zum Inbetriebsetzen einer Zirkulation des Kühlmittels in dem Kreislauf (1), einen Kühler für das Schmieröl (4) des Motors (2), eine Heizvorrichtung (8) für den Fahrgastraum des Kraftfahrzeugs, einen Luftkühler (9) zum Kühlen des Kühlmittels und ein Verteilungsventil (3) zum Steuern des Durchflusses des Kühlmittels in dem Kreislauf (1) enthält,
    - wobei das Verteilungsventil (3) einen mit einem ersten Kanal (102) verbundenen Einlass (300) aufweist, der das den Motor (2) verlassende Kühlmittel fördert, einen mit einem Einlass (801) der Fahrgastraum-Heizvorrichtung (8) verbundenen, zweiten Auslass (302) und einen dritten Auslass (303), der mit einem Einlass (901) des Luftkühlers (9) verbunden ist,
    - wobei die Pumpe (5) in einem Abschlussteil des zweiten Kanals (103) stromabwärts des Ausdehnungsgefäßes (6) zwischengeschaltet ist und das Ausdehnungsgefäß (6) sich in einer höheren Position im Vergleich zur Pumpe (5) befindet,
    wobei das System dadurch gekennzeichnet ist, dass:
    - das Verteilungsventil (3) ein elektronisch gesteuertes Verteilungsventil ist,
    - das Verteilungsventil (3) einen ersten Auslass (301) aufweist, der mit einem Einlass (401) des Schmierölkühlers (4) des Motors (2) verbunden ist,
    - das System eine elektronische Steuereinheit (E) zur Steuerung des Betriebszustands des elektronisch gesteuerten Verteilungsventils (3) als Funktion eines oder mehrerer Betriebsparameter einschließlich mindestens eines detektierten Wertes der Temperatur des Kühlmittels aufweist,
    - wobei das Ausdehnungsgefäß (6) in einem zweiten Kanal (103) zwischengeschaltet ist, der den ersten Kanal (102) mit einem Einlass für das Kühlmittel in dem Verbrennungsmotor (2) verbindet,
    - wobei das elektronisch gesteuerte Verteilungsventil (3) selektiv schaltbar ist zwischen einem der folgenden Betriebszustände:
    - einem geschlossenen Zustand, bei dem alle zuvor erwähnten ersten, zweiten und dritten Auslässe (301, 302, 303) hinsichtlich des Einlasses (300) des Ventils (3) isoliert sind,
    - einem ersten offenen Zustand, bei dem nur der erste Auslass (301) mit dem Einlass (300) des Ventils (3) in Verbindung steht,
    - einem zweiten offenen Zustand, bei dem nur der erste und der zweite Auslass (301, 302) mit dem Einlass (300) des Ventils (3) in Verbindung stehen, und
    - einem dritten offenen Zustand, bei dem alle ersten, zweiten und dritten Auslässe (301, 302, 303) mit dem Einlass (300) des Ventils (3) in Verbindung stehen.
  2. Kühlsystem nach Anspruch 1, dadurch gekennzeichnet, dass die elektronische Steuereinheit (E) programmiert ist, derart, dass nach dem Starten des Verbrennungsmotors (2) bei Erhöhung des detektierten Wertes der Temperatur des Motorkühlmittels die folgenden wirksamen Schritte hintereinander ausgeführt werden:
    - ein erster Schritt, bei dem das elektronisch gesteuerte Verteilungsventil (3) in seinem ersten offenen Zustand gehalten wird, so dass das den Motor verlassende Kühlmittel dem Schmierölkühler (4) des Motors zugeführt wird,
    - ein zweiter Schritt, bei dem das elektronisch gesteuerte Verteilungsventil (3) in seinem zweiten offenen Zustand gehalten wird, so dass das den Motor (2) verlassende Kühlmittel sowohl dem Schmierölkühler (4) des Motors (2) als auch der Fahrgastraum-Heizvorrichtung (8) zugeführt wird, und
    - ein dritter Schritt, bei dem das elektronisch gesteuerte Verteilungsventil (3) in seinem dritten offenen Zustand gehalten wird, so dass das den Motor (2) verlassende Kühlmittel dem Schmierölkühler (4) des Motors und der Fahrgastraum-Heizvorrichtung (8) und dem Luftkühler (9) zugeführt wird.
  3. Kühlsystem nach Anspruch 2, dadurch gekennzeichnet, dass:
    - die elektronische Steuereinheit (E) programmiert ist, derart, dass nach dem Starten des Verbrennungsmotors (2) und vor dem ersten Schritt, bei dem das elektronisch gesteuerte Verteilungsventil (3) in seinem ersten offenen Zustand gehalten wird, es einen vorläufigen Arbeitsschritt gibt, bei dem das elektronisch gesteuerte Verteilungsventil (3) in dem geschlossenen Zustand gehalten wird, wobei ein Thermostat (T), der in einer dritten Leitung (104) zwischengeschaltet ist, welche die zweite Leitung (103) an einem Punkt stromabwärts von der Pumpe (5) mit dem Einlass (401) des Kühlers (4) verbindet, sich in einem offenen Zustand befindet, so dass das den Motor (2) verlassende Kühlmittel durch den ersten Kanal (102), durch den zweiten Kanal (103), durch das Ausdehnungsgefäß (6) und durch den dritten Kanal (104) fließt, was die Zuführung der Flüssigkeit in der zuvor im Ausdehnungsgefäß (6) gespeicherten Menge in den Schmierölkühler (4) des Motors (2) bewirkt,
    - und dadurch, dass in dem ersten, zweiten und dritten Schritt der Thermostat (T) sich in einem geschlossenen Zustand befindet.
  4. Kühlsystem nach Anspruch 1, dadurch gekennzeichnet, dass das Ausdehnungsgefäß (6) ein Aufnahmegehäuse mit einer wärmeisolierten Wand aufweist, die mindestens zwei Schichten (60, 61) im Abstand voneinander und einen mit Luft oder einem Isoliermaterial gefüllten Hohlraum (62) zwischen den Schichten (60, 61) umfasst, wobei das Aufnahmegehäuse einen Einlass (65) zur Verbindung mit einem stromaufwärts befindlichen Teil des zweiten Kanals (103) aufweist, der im oberen Teil des Aufnahmegehäuses angeordnet ist, und einen Auslass (66) zur Verbindung mit einem stromabwärts befindlichen Teil des zweiten Kanals (103), der in dem unteren Teil des Aufnahmegehäuses angeordnet ist.
  5. Kühlsystem nach Anspruch 4, dadurch gekennzeichnet, dass eine oder mehrere Trennwände (64) innerhalb des Aufnahmegehäuses angeordnet sind, die als Wärmespeicherelemente wirken.
  6. Kühlsystem nach Anspruch 1, dadurch gekennzeichnet, dass der in das Ausdehnungsgefäß (6) auslaufende, zweite Kanal (103) einen engeren Querschnitt aufweist bezüglich des ersten Kanals (102), der in den Einlass (300) des elektronisch gesteuerten Verteilungsventils (3) ausläuft, derart, dass das den Motor (2) verlassende Kühlmittel dazu neigt, in Richtung der Auslässe des Ventils (3) anstatt in Richtung des Ausdehnungsgefäßes (6) zu strömen, wenn das Ventil (3) sich in einem offenen Zustand befindet.
  7. Kühlsystem nach Anspruch 1, dadurch gekennzeichnet, dass die elektronische Einheit (E) ausgeführt ist, ein Signal zu empfangen, das eine Abschaltanweisung des Verbrennungsmotors (2) anzeigt und um folglich das Schalten des elektronisch gesteuerten Verteilungsventils (3) in seine geschlossene Stellung zu steuern, derart, dass das heiße Kühlmittel in das Ausdehnungsgefäß (6) gefördert wird, wenn es den Verbrennungsmotor (2) verlässt.
  8. Kühlsystem nach Anspruch 7, dadurch gekennzeichnet, dass die Pumpe (5) durch den Verbrennungsmotor (2) angetrieben wird, und dadurch, dass die elektronische Steuereinheit (E) so ausgeführt ist, das Abschalten des Motors (2) nur zu ermöglichen, nachdem eine Füllung des Gefäßes (6) mit dem den Motor (2) verlassenden, heißen Kühlmittel detektiert ist.
  9. Kühlsystem nach Anspruch 7, dadurch gekennzeichnet, dass die Pumpe (5) elektrisch angetrieben wird und das zuvor erwähnte Schalten des Ventils (3) in den geschlossenen Zustand, um eine Füllung des Ausdehnungsgefäßes (6) mit dem heißen Kühlmittel zu erlangen, gesteuert wird, nachdem der Verbrennungsmotor (2) abgeschaltet ist.
  10. Kühlsystem nach Anspruch 1, dadurch gekennzeichnet, dass in dem zweiten Kanal (103) zwei Temperatursensoren vorgesehen sind, die stromaufwärts bzw. stromabwärts des Ausdehnungsgefäßes (6) angeordnet sind, und dadurch, dass die elektronische Steuereinheit (E) zum Empfangen der ausgehenden Signale von den Temperatursensoren ausgebildet ist.
EP17205091.6A 2017-03-03 2017-12-04 Kühlsystem für einen verbrennungsmotor eines kraftfahrzeugs Active EP3369907B1 (de)

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EP3369907A1 (de) 2018-09-05

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